An Analysis of the Operational Costs of Trucking

An Analysis of the Operational
Costs of Trucking: 2015 Update
September 2015
An Analysis of the Operational Costs of Trucking:
2015 Update
September 2015
W. Ford Torrey, IV
Research Associate
American Transportation Research Institute
Atlanta, GA
Dan Murray
Vice President, Research
American Transportation Research Institute
Minneapolis, MN
950 N. Glebe Road, Suite 210
Arlington, Virginia 22203
www.atri-online.org
ATRI BOARD OF DIRECTORS
Ms. Judy McReynolds
Chairman of the ATRI Board
President & CEO
ArcBest Corporation
Fort Smith, AR
Mr. Jeffrey J. McCaig
President & CEO
Trimac Transportation, Inc.
Houston, TX
Mr. Michael S. Card
President
Combined Transport, Inc.
Central Point, OR
Mr. Gregory L. Owen
Head Coach & CEO
Ability/ Tri-Modal Transportation
Services
Carson, CA
Mr. Michael L. Ducker
President & CEO
FedEx Freight
Memphis, TN
Ms. Annette Sandberg
President & CEO
Transsafe Consulting, LLC
Davenport, WA
Mr. Rich Freeland
President & COO
Cummins Inc.
Columbus, IN
Mr. Douglas W. Stotlar
President & CEO
Con-way Inc.
Ann Arbor, MI
Mr. Hugh H. Fugleberg
President & COO
Great West Casualty Company
South Sioux City, NE
Mr. Steve Williams
Chairman & CEO
Maverick USA, Inc.
Little Rock, AR
Mr. Jack Holmes
President
UPS Freight
Richmond, VA
Ms. Rebecca M. Brewster
President & COO
American Transportation Research
Institute
Atlanta, GA
Mr. Dave Huneryager
President & CEO
Tennessee Trucking Association
Nashville, TN
Mr. Chris Lofgren
President & CEO
Schneider National, Inc.
Green Bay, WI
Hon. Bill Graves
President & CEO
American Trucking Associations
Arlington, VA
ATRI RESEARCH ADVISORY COMMITTEE
Mr. Steve L. Niswander
RAC Chairman
VP, Safety Policy & Regulatory
Relations
Groendyke Transport, Inc.
Mr. Doug Bennett
Director, Operations & Business
Development
U.S. AutoLogistics, L.L.C.
Ms. Amy Boerger
Vice President – North American
Engine Business
Cummins Inc.
Mr. Andrew Boyle
Executive VP & CFO
Boyle Transportation
Mr. Randy Boyles
Senior Vice President, Tailored
Solutions
PeopleNet
Ms. Cheryl Bynum
Manager, SmartWay Transport
Partnership
U.S. Environmental Protection
Agency
Mr. Louis Campion
President
Maryland Motor Truck Association,
Inc.
Mr. Michael Conyngham
Director of Research
International Brotherhood of
Teamsters
Mr. Bob Costello
Chief Economist and Senior VP
American Trucking Associations
Mr. Dennis Dellinger
President
Cargo Transporters
Mr. Duke Drinkard
Energy Manager
Southeastern Freight Lines
Mr. Chip Duden
Vice President, Strategic Business
Analytics
Werner Enterprises
Mr. Chad England
Chief Executive Officer
C.R. England
Mr. Paul J. Enos
Chief Executive Officer
Nevada Trucking Association
Ms. Sherri Garner Brumbaugh
President/CEO
Garner Transportation Group
Dr. David W. Guess
Executive Vice President, Safety
and Regulatory Affairs
Usher Transport, Inc.
Mr. Sanford Hodes
Senior Vice President and Deputy
General Counsel
Ryder System, Inc.
Ms. Barbara Ivanov
Director, Freight Systems
Washington State Department of
Transportation
Mr. Kevin X. Jones
Vice President, Inbound
Transportation
Wal-Mart Stores, Inc.
Mr. Shannon Lively
Vice President – Planning and
Engineering
ABF Freight System, Inc.
Ms. Michelle D. Livingstone
Vice President – Transportation
The Home Depot
Mr. Vladimir Livshits, Ph.D.
System Analysis Program Manager
Maricopa Association of
Governments
Mr. Jonathan R. Peters, PhD
Professor of Finance, Department
of Business
College of Staten Island – The City
University of New York
Ms. Karen Rasmussen
President and CEO
HELP Inc.
Ms. Barbara Robinson
Director
American Truck Dealers (ATD)
McLean, VA
Mr. Wellington F. Roemer, III
President & CEO
Wellington F. Roemer Insurance,
Inc.
Mr. Steve Rogers
Vice President, Truckload
Operations
J.B. Hunt Transport, Inc.
Mr. Brett A. Sant
VP, Safety and Risk Management
Knight Transportation, Inc.
Ms. Andrea Sequin
Directory, Regulatory Services
Schneider National, Inc.
Mr. Brandon Shafer
Director of Health and Safety
UPS Freight
Mr. Keith Tuttle
Founder
Motor Carrier Service Inc.
Mr. Chris McLoughlin
Cargo Risk Manager
C.H. Robinson
Mr. Ronald Uriah
Vice President, Safety
Pitt-Ohio, LLC
Mr. Scott Mugno
Vice President, Safety and
Maintenance
FedEx Ground
Mr. Tom Weakley
Director of Operations
Owner-Operator Independent
Drivers Association Foundation
Ms. Brenda Neville
President
Iowa Motor Truck Association
Mr. Rusty Weiss
Director, External Research
DriveCam-Lytx
Mr. Dean Newell
Vice President, Safety
Maverick USA, Inc.
Major David L. Palmer
Major, Texas Hwy Patrol Division
Texas Dept. of Public Safety
Mr. Geoffrey Wood
VP, Operations & Safety
Canadian Trucking Alliance
TABLE OF CONTENTS
FIGURES AND TABLES ................................................................................................ 2
LIST OF ACRONYMS..................................................................................................... 3
INTRODUCTION ............................................................................................................. 4
RESEARCH OBJECTIVE ............................................................................................... 5
METHODOLOGY ............................................................................................................ 6
SURVEY RESPONDENT DEMOGRAPHICS ................................................................. 8
COST CENTERS .......................................................................................................... 12
Fuel ........................................................................................................................ 13
Equipment ............................................................................................................. 15
Driver Pay .............................................................................................................. 15
FINDINGS ..................................................................................................................... 16
Average Marginal Costs ....................................................................................... 16
Line Item Cost Centers ......................................................................................... 19
Fuel Costs ....................................................................................................... 19
Equipment Lease or Purchase Payments .................................................... 20
Repair and Maintenance ................................................................................ 21
Truck Insurance Premiums ........................................................................... 23
Permits and Special Licenses ....................................................................... 24
Tires ................................................................................................................. 24
Tolls ................................................................................................................. 24
Driver Wages and Benefits ............................................................................ 24
Cost Trends ........................................................................................................... 25
Cost by Region ..................................................................................................... 27
CONCLUSION .............................................................................................................. 28
GLOSSARY .................................................................................................................. 29
APPENDIX A ................................................................................................................ 30
1
An Analysis of the Operational Costs of Trucking:
2015 Update
FIGURES AND TABLES
Figure 1: Modified Revenue Survey Question ............................................................ 6
Table 1: For-Hire Industry Sector Breakout ................................................................ 7
Table 2: Respondent Revenue Statistics .................................................................... 8
Figure 2: Respondent Fleet Size ................................................................................. 9
Table 3: Survey Respondent Truck/Trailer Type, Average Truck Age, and Average
Miles Driven per Year per Truck .................................................................................. 9
Table 4: Survey Respondent Equipment Trade Cycle ............................................. 10
Table 5: Survey Respondent Speed Limiter Usage .................................................. 11
Table 6: Survey Respondent Trip Types ................................................................... 11
Table 7: Survey Respondent Truck VMT and National Truck Registrations by
Region .......................................................................................................................... 12
Figure 3: Average U.S. On-Highway Diesel Prices, 2008 – 2014 ............................. 13
Figure 4: Average U.S. On-Highway Diesel Prices, 2014 ......................................... 14
Table 8: Average Marginal Costs per Mile, 2008-2014 ............................................. 17
Table 9: Average Marginal Costs per Hour, 2008-2014 ............................................ 17
Table 10: Share of Total Average Marginal Cost, 2008-2014 ................................... 18
Table 11: Average Total Marginal Costs by Sector, 2008-2014 ............................... 18
Figure 5: Respondent Fuel Cost per Mile by Fleet Size ........................................... 20
Table 12: Repair and Maintenance Costs by Sector ................................................ 21
Figure 6: LTL New Equipment Purchases ................................................................. 22
Figure 7: Respondent Repair and Maintenance Cost per Mile by Fleet Size ......... 23
Table 13: Average Marginal Cost Trends .................................................................. 26
Table 14: Average Marginal Cost Trends by Sector ................................................. 26
Table 15: Average Marginal Cost per Mile by Region, 2014 .................................... 27
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An Analysis of the Operational Costs of Trucking:
2015 Update
LIST OF ACRONYMS
ATA
ATRI
BLS
CFO
CNG
CPH
CPM
CSA
EIA
ELD
FHWA
FMCSA
FPM
HOS
LNG
LTL
MC
MPH
NDA
P&D
RAC
R&M
TL
VMT
American Trucking Associations
American Transportation Research Institute
Bureau of Labor Statistics
Chief Financial Officer
Compressed Natural Gas
Cost per Hour
Cost per Mile
Compliance, Safety, Accountability
Energy Information Administration
Electronic Logging Device
Federal Highway Administration
Federal Motor Carrier Safety Administration
Freight Performance Measures
Hours-of-Service
Liquefied Natural Gas
Less-than-Truckload
Marginal Cost
Miles per Hour
Non-Disclosure Agreement
Pick-up and Delivery
Research Advisory Committee
Repair and Maintenance
Truckload
Vehicle Miles Traveled
An Analysis of the Operational Costs of Trucking:
2015 Update
3
INTRODUCTION
Since 2008 the American Transportation Research Institute (ATRI) has annually
published the report, Analysis of the Operational Costs of Trucking, to provide more
accurate marginal cost data on motor carrier operations. In the literature review for the
inaugural study in 2008, ATRI identified previous research that reported cost calculation
findings ranging from $22 per hour to over $370 per hour1; figures which were
considered unreasonably high or low by many in the trucking industry. Additionally,
some of these studies calculated costs using highly subjective “value-of-time”
calculations that may extend far beyond direct costs – resulting in dramatic variability for
industry costs depending on the metrics used.
Consequently, ATRI undertook research to document and quantify motor carriers’ key
operational costs, stratified by fleet size, sector, and region of the country. The goal of
the research was to accurately identify current operational costs based on real-world
data provided directly from motor carriers. The resulting analyses could then be used
by both motor carriers as a high level benchmarking tool, and by government agencies
for various transportation impact calculations.
This research was initially identified as a top research priority by ATRI’s Research
Advisory Committee (RAC)2. The RAC sought to better inform policymakers on the
impact that new and potentially inefficient transportation funding strategies could have
on freight movement. The trucking industry, which is heavily reliant on the 4 million
miles of public roadway in the United States3, has a vested interest in efficient, effective,
and equitable funding and maintenance of the nation’s transportation system.
Since its original publication in 2008, ATRI has received nearly 10,000 requests for the
Analysis of the Operational Cost of Trucking reports. Based on this continued high
demand for the research, ATRI updates the “ops cost” data on an annual basis, making
minor adjustments and improvements to the data collection methodology as necessary.
Over the years, these improvements have led to a more streamlined process for
obtaining sensitive fleet cost data on an annual basis. This report includes the most
recent 2014 cost data.
1
Trego, Todd. An Analysis of the Operational Costs of Trucking. American Transportation Research Institute.
Arlington, VA. (2008)
2
The American Transportation Research Institute (ATRI) Research Advisory Committee (RAC) is comprised of
industry stakeholders representing motor carriers, trucking industry suppliers, labor and driver groups, law
enforcement, federal government, and academics. The RAC is charged with annually recommending a research
agenda for the Institute.
3
Highway Statistics Series 2013 Table HM-20. Federal Highway Administration, United States Department of
Transportation. Available online: https://www.fhwa.dot.gov/policyinformation/statistics/2013/hm20.cfm
4
An Analysis of the Operational Costs of Trucking:
2015 Update
RESEARCH OBJECTIVE
This research is predicated on the need for current and accurate trucking industry
operational cost data. Previous iterations of this research by ATRI in 2008, 2011, 2012,
2013, and 20144 have resulted in more precise cost metrics over the years. Although
previous studies conducted by consultants and academic entities have attempted to
quantify these costs, the use of highly subjective value-of-time metrics produced
immensely inconsistent results that were considered inaccurate or political by industry
stakeholders. These disparate results can be detrimental to both the trucking industry
and public sector transportation planners seeking objective, standardized data. For
instance, lower operational cost estimates have been used to downplay the value or
significance of certain transportation investments, while unreasonably high figures have
been used to minimize the financial impact that innovative financing initiatives have on
trucking companies and drivers.
The result is a standardized survey methodology that captures and analyzes sensitive
motor carrier operational costs. The data presented in this report reflects 2014 cost
data collected from a wide range of motor carriers. With the addition of this 2014 data,
ATRI now has seven complete years (2008 – 2014) of detailed operational cost data.
4
Torrey, W. Ford and Dan Murray. An Analysis of the Operational Costs of Trucking: A 2014 Update.
American Transportation Research Institute. Arlington, VA. (2014). Previous year reports are available from
ATRI online at www.atri-online.org/
An Analysis of the Operational Costs of Trucking:
2015 Update
5
METHODOLOGY
This year’s analysis utilized a similar data collection methodology to previous years.
One survey question was altered slightly to allow for the collection and analysis of more
detailed motor carrier revenue data (Figure 1). The result is a more robust revenue
calculation and assessment, using descriptive statistics, of the respondent pool.
Figure 1: Modified Revenue Survey Question
Previous Question:
What is your company’s annual trucking-related revenue? (Exclude
brokerage/logistics revenue)
Less than $10 million/year
$10-$100 million/year
Greater than $100 million/year



New Question:
What was your company’s annual trucking-related revenue in 2014? (Exclude
brokerage/logistics revenue) $_____________
Through the use of its online data collection system, ATRI was able to improve
response and data processing efficiency. The data collection form emphasized
common industry operational and financial metrics, and was beta-tested with motor
carriers. Specifically, the research team solicited technical guidance and review from
industry financial officers or those with working knowledge of motor carrier cost
structures.
Given the highly competitive nature of the trucking industry and the extreme sensitivity
associated with corporate financials and expenditures, the operational cost information
was collected confidentially from motor carriers and the data is presented in aggregate
form only. ATRI also provided survey respondents with non-disclosure agreements
(NDA) as requested.
Data collection efforts commenced in April 2015 and data request forms were sent
electronically and via express mail to a representative group of for-hire carriers which
included Truckload (TL), Less-than-Truckload (LTL), and Specialized fleets. ATRI also
solicited carrier participation through targeted mailings and emails, news alerts, and
coverage in major industry news outlets. The 50 State Trucking Associations also
solicited participation from their respective memberships. Responses were collected
through late-August 2015.
6
An Analysis of the Operational Costs of Trucking:
2015 Update
Participants were provided several options for submitting data to ATRI, utilizing the
online response form, or transmitting the data to ATRI via email or fax. All responses
were carefully reviewed by the research team for clarity and the research team
contacted respondents to clarify any ambiguous responses as needed.
The survey’s composition was primarily focused on components and sub-components
of carrier marginal costs per mile (CPM), which allows for comparative analyses across
the different industry business models. In order to convert line-item CPM figures into a
total marginal cost per hour (CPH) figure, a GIS-generated, industry-vetted average
operational speed of 39.98 miles per hour (MPH) was used in these calculations. It
should be noted that this speed relates to moving trucks only, and includes all roadway
speeds rather than solely highway speeds.5
To ensure representativeness, ATRI then weighted survey responses to reflect share
percentages of the major for-hire trucking industry sectors. Compared to national
averages, TL carriers were slightly over-represented in the survey sample while LTL
and Specialized carriers were slightly under-represented (Table 1). As noted, responses
were weighted to national industry averages to yield more representative results.
Table 1: For-Hire Industry Sector Breakout
Industry Sector
ATRI Survey
Respondents
Truckload
Less-Than-Truckload
Specialized
64%
16%
20%
U.S. Trucking
Industry6
52%
24%
24%
Where applicable, cost data were cross-tabulated by factors such as fleet size,
operating sector, and operating region. Again, the data collected are presented in
aggregate form in order to protect proprietary carrier information.
5
ATRI derived this speed using several datasets from the ATRI/Federal Highway Administration (FHWA) Freight
Performance Measures (FPM) program. ATRI analyzed one full week of national FPM data in each of the four
seasons in 2010 (February, May, August, October). This dataset consisted of over 110 million truck speed data
points. The average speed figure was also validated by multiple motor carriers from various sectors of the
industry. The 39.98 mph figure more accurately represents an average operational speed since it includes
speeds in all types of operational conditions.
6
ATA. American Trucking Trends: 2005-2006. Arlington, VA. (2007)
An Analysis of the Operational Costs of Trucking:
2015 Update
7
SURVEY RESPONDENT DEMOGRAPHICS
In total, survey respondents operated 54,833 tractors and/or trucks, accruing an
estimated 5.3 billion miles in 2014. These carriers also utilized 154,993 trailers in their
operations. As previously noted, for-hire fleets were grouped into three major industry
sectors; TL, LTL, and Specialized (see Glossary for sector descriptions). While
respondents were generally representative of the for-hire segment, the aggregated data
was weighted to the national industry average of 52 percent for TL, 24 percent for LTL,
and 24 percent for Specialized.7 Additional sector analyses can be derived using the
truck/trailer configuration data.
As shown in Figure 1, ATRI slightly modified the motor carrier revenue question on the
2015 data collection form. Previously, respondents were provided discrete revenue
bins to choose from that most accurately reflect their revenue levels. On the 2015 data
collection form, respondents were able to write in a revenue level allowing the research
team to calculate more granular statistics utilizing revenue levels; Table 2 below
displays the percentiles, and average, of reported revenues.
Table 2: Respondent Revenue Statistics
Percentile
75th Percentile
50th Percentile (Median)
25th Percentile
Average (Mean)
Revenue
$62,372,000
$15,585,885
$6,685,960
$136,978,608
With an average revenue much higher than both the median and the 75th percentile,
ATRI’s dataset is comprised primarily of small to mid-sized fleets, with several larger
fleets skewing the average revenue upwards.
A review of ATRI’s respondent fleet size validates the respondent mix. Figure 2 below
shows the majority (71.4%) of respondents operated small to mid-sized fleets (less than
250 power units), with 28.6 percent operating larger fleets.
7
8
Ibid.
An Analysis of the Operational Costs of Trucking:
2015 Update
Figure 2: Respondent Fleet Size
5 - 25 Power Units,
10.7%
26 - 100 Power
Units, 35.7%
Less than 5 Power
Units, 11.6%
Greater than 1,000
Power Units, 11.6%
251-1,000 Power
Units, 17.0%
101 - 250 Power
Units, 13.4%
Among survey respondents, the majority of fleets operated tractors, as opposed to
straight trucks or other types of power units, and the most prevalent trailer types were
53- and 28-foot trailers (Table 3).
Table 3: Survey Respondent Truck/Trailer Type, Average Truck Age, and Average
Miles Driven per Year per Truck
Equipment Type
Number of
Trucks/ Trailers
Average Age
(Years)
Straight Trucks
Truck-Tractors
Other Trucks
Total Trucks
993
53,819
21
54,833
6.8
4.7
5.6
28' Trailers
45' Trailers
48' Trailers
53' Trailers
Other Trailers
35,915
4,633
18,550
87,867
8,028
6.9
9.9
10.0
7.4
8.1
An Analysis of the Operational Costs of Trucking:
2015 Update
Average Miles
Driven per Year
per Truck
30,055
97,566
133,095
9
Interesting insight into the equipment characteristics of the survey respondents can be
seen when evaluating reported equipment trade cycles. Table 4 shows that trailers are
held an average of 11.8 years, while truck-tractors are replaced on average every 6.7
years. Additionally, respondents report an average of over 730,000 miles before
replacing tractors. This represents a slight decrease in the trailer trade cycle from last
year’s 12.2 year average age, and a slight increase in the straight truck and truck-tractor
trade cycle from the 2014 results of 9.0 years and 6.6 years, respectively.
Table 4: Survey Respondent Equipment Trade Cycle
Equipment Type
Straight Trucks
Truck-Tractors
Trailers
Average Number of
Years Until Replacement
9.5
6.7
11.8
Average Miles Driven
Until Replacement
433,333
731,818
Additionally, survey respondents were asked to provide the number of vehicles that ran
on an alternative fuel (i.e. a fuel other than diesel or bio-diesel blend). Approximately
eight percent of respondents, a four percentage point increase from last year’s study,
reported fleets using alternative fuel vehicles, all of which ran on either compressed
natural gas (CNG) or liquefied natural gas (LNG). Currently, natural gas, (CNG and
(LNG) is the fastest growing fuel in the transportation sector, although total penetration
is very low – primarily due to depressed diesel fuel costs. With medium- and heavyduty vehicles projected to become the largest consumers of CNG and LNG by 20408,
the percentage of carriers operating alternative fuel vehicles will likely increase, albeit
slowly, in subsequent years. Ultimately, diesel fuel prices will play a substantial role in
future adoption rates of alt-fuel trucks.
The survey asked respondents to report on speed limiter use within their fleet. The
majority of respondents (91.8%) reported use of speed limiters, with 84 percent utilizing
speed limiters on 100 percent of their trucks while another six percent utilize the devices
on 70 to 99 percent of their fleet. Similar to last year’s results, the most common
maximum speed setting was 65 MPH, although this figure sometimes varies within
fleets based on operations and driver performance. Additionally, speed limiter usage
had remained consistently high among survey respondents across the years this
information was solicited (Table 5).
8
Annual Energy Outlook 2014 with Projections to 2040. U.S. Energy Information Administration, Office of
Integrated and International Energy Analysis, U.S. Department of Energy. Washington D.C. (April 2013)
10
An Analysis of the Operational Costs of Trucking:
2015 Update
Table 5: Survey Respondent Speed Limiter Usage
Year
2014
2013
2012
2011
Percent
91.8%
86.8%
86.0%
93.2%
In advance of the Federal Motor Carrier Safety Administration (FMCSA) mandate on the
use of Electronic Logging Devices (ELDs), survey respondents were asked whether or
not their fleets utilized ELDs to manage driver hours-of-service (HOS). The percentage
responding who did use ELDs increased 10 percentage points to 63 percent over last
year’s response when the question was first asked. It is assumed that this figure will
continue to increase toward 100 percent as the industry responds to the upcoming
FMCSA final rule on ELD use. Publication of the final rule expected at the end of
September 2015.9
Participants were then asked to estimate the percentage of their drivers’ trips across
four different trip length categories. As shown in Table 6, average haul lengths were
generally less than 500 miles per trip, with regional trips and local trips being the most
common (40% and 28%, respectively). This represents a decrease in average trip
lengths as respondents have indicated trips less than 500 miles have generally
accounted for 55 percent of trips since 2011.
Table 6: Survey Respondent Trip Types
Trip Type
Local pick-ups and deliveries (less than 100 miles)
Regional pick-ups and deliveries (100-500 miles)
Inter-regional pick-ups and deliveries (500-1,000 miles)
National (over 1,000 miles)
Survey Respondent
Percent of Trips
28%
40%
21%
11%
Operational costs can be impacted by the region of the country in which the fleet
primarily operates. As such, survey respondents were asked to provide the percent of
fleet Vehicle Miles Traveled (VMT) by region. Table 7 compares respondents’ 2014
percentage of U.S. VMT by region to commercial truck registrations in the U.S. As can
be seen, the Northeast and Southeast were slightly over-represented in the ATRI
sample. The finding may relate to the common occurrence of base-stating fleets in
certain areas for cost-saving purposes, independent of where the truck operates.
Dills, Todd. “ELD Mandate Poised to Begin Two-Year Countdown”, OverdriveOnline. 2015 August 19.
Available online: http://www.overdriveonline.com/eld-mandate-poised-to-begin-two-year-countdown/
9
An Analysis of the Operational Costs of Trucking:
2015 Update
11
Additionally, a small percentage of the total VMT reported by survey respondents (1%)
was in Canada (data not included in Table 7), and a reported 18.6 percent of VMT were
non-revenue earning or “empty” miles.
Table 7: Survey Respondent Truck VMT and National Truck Registrations by
Region
Region
Midwest
Northeast
Southeast
Southwest
West
Survey Respondent
Percent of Miles
Traveled in U.S.
27%
15%
31%
10%
16%
U.S. Percent of
Truck Registrations
39%
8%
20%
13%
20%
Finally, participants were asked to identify the primary commodities hauled. General
freight accounted for over one-quarter of responses (28%), followed by manufactured
goods (12%) and refrigerated food (9%) as the top three responses.
The surveys were completed by high level managers and executives who have
extensive knowledge of the financial workings of the organizations, namely Presidents,
Chief Financial Officers (CFOs), General Managers and fleet owners. The fleets
represent long-haul to local pick-up and delivery, carrying a vast assortment of different
commodities and operating across the U.S. Additionally, the fleets cover the continuum
of fleet size and revenue levels. As such, ATRI considers the data to be an adequately
representative sample of the industry population from which to draw current operational
cost data.
COST CENTERS
Motor carrier operational costs can be impacted by a number of underlying influences
and externalities. As a result, some line-item costs are more easily measured than
others. These may include fuel and tire costs. Alternatively, other costs, such as laborrelated, can be impacted by driver experience, performance and differing compensation
models. Finally, in several instances ATRI worked closely with carriers to refine certain
costs that straddle both fixed and marginal metrics. For example, insurance is generally
considered a fixed-cost, but is typically based on truck VMT as a measure of risk or
exposure.
12
An Analysis of the Operational Costs of Trucking:
2015 Update
ATRI chose to document and analyze those cost centers most closely associated with
driver and vehicle operations, effectively representing a motor carrier’s marginal costs
(MC).
Fuel
The past decade has seen significant fluctuations in petroleum prices. In July of 2008,
for example, fuel reached over $145 per barrel before decreasing dramatically in late
2008 with the start of the Great Recession. This translated to average U.S. diesel
prices of well over $4.50 during the summer of 2008 (Figure 3). However, by March of
2009 diesel prices had fallen to $2.02 per gallon. Driven by an improving economy,
prices rose steadily through 2010 before stabilizing in 2011 through 2013.10
Figure 3: Average U.S. On-Highway Diesel Prices, 2008 – 201411
$6.00
Price per Gallon
$5.00
$4.00
$3.00
$2.00
$1.00
$0.00
10
Gasoline and Diesel Fuel Update. U.S. Energy Information Administration. Available Online:
http://www.eia.gov/petroleum/gasdiesel
11
Gasoline and Diesel Fuel Update. U.S. Energy Information Administration. Available Online:
http://www.eia.gov/petroleum/gasdiesel
An Analysis of the Operational Costs of Trucking:
2015 Update
13
The start of the year experienced the highest on-highway diesel prices in 2014 when it
reached $4.02 a gallon in March before falling steadily throughout the year. The final
recorded diesel price of the year was in fact the lowest price for the year at $3.21 a
gallon12 (Figure 4).
Figure 4: Average U.S. On-Highway Diesel Prices, 201413
$4.50
$4.00
Price per Gallon
$3.50
$3.00
$2.50
$2.00
$1.50
$1.00
$0.50
$0.00
Fuel costs have consistently been the biggest MC influence across all of the years ATRI
has conducted this research, and generally account for approximately 30 – 40 percent
of a motor carrier’s CPM.14 Due to the steady decline of diesel prices experienced
throughout 2014, it is likely that average carrier fuel cost per mile would decrease in this
year’s analysis. Furthermore, the Energy Information Administration (EIA) forecasts a
decline in diesel price through 2015, which will likely result in lower marginal fuel costs
for carriers again next year.15
12
Ibid.
Gasoline and Diesel Fuel Update. U.S. Energy Information Administration. Available Online:
http://www.eia.gov/petroleum/gasdiesel
14
Torrey, W. Ford and Dan Murray. An Analysis of the Operational Costs of Trucking: A 2014 Update.
American Transportation Research Institute. Arlington, VA. (2014)
15
Short-Term Energy Outlook. U.S. Energy Information Administration. Available Online:
http://www.eia.gov/forecasts/steo/pdf/steo_full.pdf
13
14
An Analysis of the Operational Costs of Trucking:
2015 Update
Equipment
The age, type, and turnover of a motor carrier’s equipment can affect a number of
operating costs including lease and purchase payments, repair and maintenance,
insurance premiums, permits and special licensure, and tire costs. This year’s survey
respondents accounted for approximately 55,000 trucks, 155,000 trailers, and over 5.3
billion vehicle miles traveled in 2014. Additionally, respondents appear to be holding
their equipment for slightly more than 10 years on average, which will likely increase the
repair and maintenance costs associated with maintaining an aging fleet.
With Class 8 truck orders totaling approximately 375,000 units in 2014, it was the
second highest order year in history (with the first being 2004).16 This overall industry
increase in new equipment will likely result in increased lease and purchase payment
costs as well as insurance costs for the additional units.
Driver Pay
The trucking industry continues to experience a severe and growing shortage of
qualified drivers. The American Trucking Associations (ATA) estimated a shortage of
30,000 drivers in 2014 with projections that the shortage could increase to 239,000 by
202017.
One of the challenges facing the industry is the aging of its workforce. A 2014 ATRI
study identified alarming demographic trends facing the industry, with 55.5 percent of its
workforce 45 and older, and less than five percent of its workforce in the 20 to 24 year
old age bracket.18 Additionally, the driver population is likely being impacted by strong
housing and commercial real estate growth19, which provide an alternative job
opportunity for individuals who may choose construction over truck driving as a career
option.
Another challenge for the driver population was the changes made in July 2013 to the
federal Hours-of-Service (HOS) rules, which had a documented impact on carrier
productivity and driver earnings20. In response, some carriers reported having to
increase driver wages to offset the lost productivity experienced by drivers due to the
more restrictive HOS rule provisions.21
Fleet Owner. “Class 8 Orders Remain Above 40,000 Units in December”. 2015 January 8. Available Online :
http://fleetowner.com/equipment/class-8-orders-remain-above-40000-units-december.
17
Figures produced by Bob Costello, Chief Economist, American Trucking Associations.
18
Short, Jeffery. Analysis of Truck Driver Age Demographics Across Two Decades. American Transportation
Research Institute. Arlington, VA. (2014)
19
Carlyle, Erin. “2014 Housing Starts Hit Highest Level Since 2007”. Forbes Magazine. 21 January 2015.
Available online: http://www.forbes.com/sites/erincarlyle/2015/01/21/2014-housing-starts-hit-strongest-finishsince-2007-as-single-family-construction-rises/
20
Short, Jeffery. Assessing the Impacts of the 34-Hour Restart Provisions. American Transportation Research
Institute. Arlington, VA. (2013)
21
Short, Jeffery. Operational and Economic Impacts of the New Hours-of-Service. American Transportation
Research Institute. Arlington, VA. (2013)
16
An Analysis of the Operational Costs of Trucking:
2015 Update
15
The combined impact of these forces in the industry will likely result in increased driver
wage and benefit costs as fleets strive to keep their experienced workforce and recruit
additional drivers.
FINDINGS
Average Marginal Costs
In order to remain consistent with the previous operational cost analyses, marginal
costs were once again divided into two general categories, vehicle- and driver-based,
which included the following line items:

Vehicle-based
o Fuel
o Truck/Trailer Lease or Purchase Payments
o Repair and Maintenance
o Truck Insurance Premiums
o Permits and Special Licenses
o Tolls

Driver-based
o Wages
o Benefits
Motor carrier operating costs generally behaved as expected when considering the
operating environment of 2014. Table 8 displays the average cost per mile for all
sectors based on the survey data. The analysis found that the average CPM was
$1.703, an approximate three cent increase over the 2013 figure. Table 9 displays the
average annual cost per hour established by utilizing the 39.98 miles per hour
assumption previously described, and amounts to a total of $68.09 per hour. Both of
these figures are above the six year medians of $1.643 and $65.68, respectively.
16
An Analysis of the Operational Costs of Trucking:
2015 Update
Table 8: Average Marginal Costs per Mile, 2008-2014
Motor Carrier Costs
Vehicle-based
Fuel Costs
Truck/Trailer Lease or
Purchase Payments
Repair & Maintenance
Truck Insurance
Premiums
Permits and Licenses
Tires
Tolls
Driver-based
Driver Wages
Driver Benefits
TOTAL
2008
2009
2010
2011
2012
2013
2014
$0.633
$0.405
$0.486
$0.590
$0.641
$0.645
$0.583
$0.213
$0.257
$0.184
$0.189
$0.174
$0.163
$0.215
$0.103
$0.123
$0.124
$0.152
$0.138
$0.148
$0.158
$0.055
$0.054
$0.059
$0.067
$0.063
$0.064
$0.071
$0.016
$0.030
$0.024
$0.029
$0.029
$0.024
$0.040
$0.035
$0.012
$0.038
$0.042
$0.017
$0.022
$0.044
$0.019
$0.026
$0.041
$0.019
$0.019
$0.044
$0.023
$0.435
$0.144
$1.653
$0.403
$0.128
$1.451
$0.446
$0.162
$1.548
$0.460
$0.151
$1.706
$0.417
$0.116
$1.633
$0.440
$0.129
$1.676
$0.462
$0.129
$1.703
Table 9: Average Marginal Costs per Hour, 2008-2014
Motor Carrier Costs
Vehicle-based
Fuel Costs
Truck/Trailer Lease or
Purchase Payments
Repair & Maintenance
Truck Insurance Premiums
Permits and Licenses
Tires
Tolls
Driver-based
Driver Wages
Driver Benefits
TOTAL
2008
2009
2010
2011
2012
2013
2014
$25.30
$16.17
$19.41
$23.58
$25.63
$25.78
$23.29
$8.52
$10.28
$7.37
$7.55
$6.94
$6.52
$8.59
$4.11
$2.22
$0.62
$1.20
$0.95
$4.90
$2.15
$1.15
$1.14
$0.98
$4.97
$2.35
$1.60
$1.42
$0.49
$6.07
$2.67
$1.53
$1.67
$0.69
$5.52
$2.51
$0.88
$1.76
$0.74
$5.92
$2.57
$1.04
$1.65
$0.77
$6.31
$2.89
$0.76
$1.76
$0.90
$17.38
$5.77
$66.07
$16.12
$5.11
$58.00
$17.83
$6.47
$61.90
$18.39
$6.05
$68.21
$16.67
$4.64
$65.29
$17.60
$5.16
$67.00
$18.46
$5.15
$68.09
While marginal cost points can have variability from year to year, the respective cost
share ratio of each of the line-items tends to remain relatively stable over time (Table
10). As discussed previously, fuel now consistently represents the largest share of total
average marginal cost for motor carriers, followed by driver wages and equipment lease
or purchase payments. Driver benefits, repair and maintenance, insurance premiums,
permits and licenses, tires, and toll costs have each consistently represented 10 percent
or less of average total marginal costs throughout the seven years of this research.
An Analysis of the Operational Costs of Trucking:
2015 Update
17
Table 10: Share of Total Average Marginal Cost, 2008-2014
Motor Carrier Costs
Vehicle-based
Fuel Costs
Truck/Trailer Lease or
Purchase Payments
Repair & Maintenance
Truck Insurance
Premiums
Permits and Licenses
Tires
Tolls
Driver-based
Driver Wages
Driver Benefits
TOTAL
2008
2009
2010
2011
2012
2013
2014
38%
28%
31%
35%
39%
38%
34%
13%
18%
12%
11%
11%
10%
13%
6%
8%
8%
9%
8%
9%
9%
3%
4%
4%
4%
4%
4%
4%
1%
2%
1%
2%
2%
2%
3%
2%
1%
2%
2%
1%
1%
3%
1%
2%
2%
1%
1%
3%
1%
26%
9%
100%
28%
9%
100%
29%
10%
100%
27%
9%
100%
26%
7%
100%
26%
8%
100%
27%
8%
100%
As previously noted, the analysis stratified motor carrier responses by operating sector
where applicable. Given the different operating conditions and models for each sector,
the total average marginal costs varied fairly significantly. Historically, LTL carriers
have consistently had the highest CPM in this study. However, due to an increase in
reported specialized truck and trailer lease and purchase cost per mile as well as
insurance cost increases associated with these purchases, Specialized carriers edged
out LTL carriers by two cents for the highest CPM in 2014 (Table 11). TL carriers saw
a large drop in fuel costs per mile, taking the most advantage of the falling fuel prices of
the sectors. LTL carriers reported a drop in fuel cost, but also reported a decrease in
driver pay per mile. This led to very slight decreases in total cost per mile in these two
sectors.
Table 11: Average Total Marginal Costs by Sector, 2008-2014
Sector
LTL
Specialized
TL
18
2008
$1.81
$1.87
$1.48
2009
$1.43
$1.67
$1.36
2010
$1.76
$1.61
$1.43
2011
$1.93
$1.79
$1.57
2012
$1.79
$1.73
$1.51
2013
$1.84
$1.67
$1.60
2014
$1.83
$1.85
$1.58
An Analysis of the Operational Costs of Trucking:
2015 Update
Line-Item Cost Centers
Fuel Costs
In order to standardize the collection of fuel costs, respondents were asked to provide
fuel cost data that excluded any revenue from fuel surcharges. Since fuel surcharges
are negotiated as a fuel “subsidy” between two parties, excluding fuel surcharge reveals
the actual dollar amount spent directly on fuel.
As previously discussed, petroleum prices rose to an unprecedented level in July 2008,
reaching over $145 per barrel before decreasing dramatically in late 2008. During the
summer of 2008 on-highway diesel prices averaged more than $4.50 per gallon
nationally but by March 2009, prices had dropped to $2.02 per gallon.22 Fuel prices
have steadily increased since then, averaging $2.47 per gallon in 2009, $2.99 in 2010,
$3.84 in 2011, $3.97 in 2012. Primarily with the advent of massive domestic oil
production, fuel prices began to slowly decline, reaching an average of $3.95 in 2013
and $3.82 in 2014.23
Consistent with the EIA data, survey respondents indicated that fuel costs fell
significantly from 63.3 cents per mile in 2008 to 40.5 cents per mile in 2009; they were
once again on the rise from 2010 to 2013. Calculated on an annualized basis, the
average fuel CPM was 48.6 cents in 2010, 59.0 cents in 2011, 64.1 cents in 2012, 64.5
cents in 2013, and now 58.4 cents in 2014, which is the lowest reported figure since the
2010 study. Furthermore, fuel costs now account for 34 percent of total annual carrier
costs, which is the lowest cost share since the 2011 study. Analyzed by sector,
Specialized carriers reported the highest fuel CPM (61.5 cents), followed by LTL and TL
carriers (60.5 and 55.8 cents respectively).
While fuel cost varies based on operating sector, fleet size also can affect fuel costs.
Detailed in Figure 5 below, larger fleets reported lower fuel costs per mile on average
than smaller fleets. This is due to larger companies having more diesel buying power,
and more sophisticated price hedging strategies.
22
Gasoline and Diesel Fuel Update. U.S. Energy Information Administration. Available online:
http://www.eia.gov/petroleum/gasdiesel
23
Ibid.
An Analysis of the Operational Costs of Trucking:
2015 Update
19
Figure 5: Respondent Fuel Cost per Mile by Fleet Size
$0.700
$0.619
$0.638
$0.585
$0.600
$0.589
$0.529
$0.521
$0.500
$0.400
$0.300
$0.200
$0.100
$0.000
Less than 5
Power Units
5 - 25 Power
Units
26 - 100 Power 101 - 250 Power 251 - 1,000
Units
Units
Power Units
Greater than
1,000 Power
Units
While it is difficult to predict future trends in fuel prices, primarily due to international
political volatility, the EIA has indicated that fuel prices in the U.S. should decline
through 201524 – driven in large part by the significant increase in domestic petroleum
production and storage.
Equipment Lease or Purchase Payments
Truck and trailer payments were classified as a quasi-operational cost since many
motor carriers purchase additional trucks and trailers in response to capacity constraints
in strong economic periods, and those payments continue whether the truck is operated
or not. Survey respondents indicated that truck/trailer lease or purchase payments rose
in 2014 to 21.5 cents per mile. This rise in lease or purchase payments follows the
previous year’s Ops Cost report whereby an industry source noted that “a strong
equipment replacement cycle should begin between 2014 and 2015”25 – which resulted
in a record number of Class 8 truck orders in 201426. Survey respondents operating in
the Specialized sector of the industry corroborated this this trend; experiencing the
highest lease or purchase cost per mile of 24.5 cents, followed by the TL sector at 22.7,
and the LTL sector at 15.8. While TL carriers also reported an increase in lease or
purchase payments, the extra expense associated with specialized equipment
24
Short-Term Energy Outlook (STEO). U.S. Energy Information Administration. Available online:
http://www.eia.gov/forecasts/steo/
25
Kilcarr, S. Fleets ready to begin Class 8 replacement cycle. Fleet Owner. July 29, 3013. Available online:
http://fleetowner.com/equipment/fleets-ready-begin-class-8-replacement-cycle
26
Fleet Owner. “Class 8 Orders Remain Above 40,000 Units in December”. 2015 January 8. Available Online :
http://fleetowner.com/equipment/class-8-orders-remain-above-40000-units-december
20
An Analysis of the Operational Costs of Trucking:
2015 Update
compared to regular dry vans caused Specialized carriers to see a higher increase in
this line item.
Repair and Maintenance
Several factors impact a carrier’s repair and maintenance (R&M) costs, such as the age
of the trucks and trailers, the vehicle configurations used, and the technologies that are
installed on the trucks. Average R&M costs for survey respondents were 15.8 cents per
mile in 2014, a slight to moderate increase from the 14.8 cents per mile reported in
2013. The increase in 2014 R&M costs is counterintuitive to an overall average fleet
age decrease from 7.8 years in 2013 to 7.4 years in 2014. Anecdotal explanations for
R&M costs increasing at the same time as fleet age decreases include newer
equipment being far more complex and expensive to maintain, and the severe diesel
technician shortage is likely driving up wages within the R&M line-item.
While Specialized carriers had reported the highest R&M costs in 2008, the LTL sector
has reported the highest costs in 2009 through 2014 (Table 12). The higher costs
experienced by LTL carriers are likely due to the extra wear on their vehicles associated
with P&D operations in congested urban areas. It is likely this trend will reverse as the
LTL sector has aggressively been purchasing new equipment (Figure 6).
Table 12: Repair and Maintenance Costs by Sector
Sector
LTL
Specialized
TL
2008
$0.09
$0.12
$0.10
2009
$0.16
$0.14
$0.10
2010
$0.15
$0.14
$0.11
An Analysis of the Operational Costs of Trucking:
2015 Update
2011
$0.18
$0.16
$0.14
2012
$0.18
$0.14
$0.11
2013
$0.18
$0.13
$0.14
2014
$0.19
$0.18
$0.13
21
Figure 6: LTL New Equipment Purchases27
Aside from strong general interest in ATRI’s operational costs data, industry
stakeholders have been particularly interested in repair and maintenance CPM figures
stratified by fleet size. In response to these inquiries, in 2014 the research team was
able to formulate a process to generate repair and maintenance CPM by fleet size
(Figure 7).
Several factors play into a carrier’s R&M cost and fleet size is only one in a long list of
related factors. Based on the 2014 data, fleet size does appear to have an impact on
the variability in carrier R&M costs. Fleets operating 101 – 250 power units reported
having the highest reported R&M CPM of 16.3 cents while fleets operating 5 – 25 and
greater than 1,000 power units reported the lowest of 13.9 cents. While the recovering
economy continues to increase demand for freight transportation, smaller carriers have
reported that due to rising costs they are unable to meet demand.28 As such, smaller
carriers may be forgoing non-critical R&M tasks as a cost-saving strategy in order to
stay competitive.
27
Costello, Bob. ATA Economic Update Webinar. July 2015.
Chao, Loretta. “Trucking Makes a Comeback, but Small Operators Miss Out”. The Wall Street Journal.
23
September 2015. Available online: http://www.wsj.com/articles/trucking-makes-a-comeback-but-smalloperators-miss-out-1443050680
28
22
An Analysis of the Operational Costs of Trucking:
2015 Update
Figure 7: Respondent Repair and Maintenance Cost per Mile by Fleet Size
$0.170
$0.163
$0.165
$0.162
$0.160
$0.156
$0.155
$0.155
$0.150
$0.145
$0.140
$0.139
$0.139
$0.135
$0.130
$0.125
Less than 5 Power 5 - 25 Power Units 26 - 100 Power
Units
Units
101 - 250 Power 251 - 1,000 Power Greater than
Units
Units
1,000 Power Units
Truck Insurance Premiums
Another quasi-operational cost, truck insurance premiums can vary widely between
carriers – particularly based on miles-traveled exposure. Many larger fleets self-insure
or utilize umbrella policies which do not readily equate to per-truck unit costs.
Additionally, property and liability insurance costs still apply while a truck is unoccupied
and stationary.
Working with industry experts, ATRI ultimately determined that including insurance
costs as a line-item in this analysis is appropriate since most insurance risk
assessments are based on mileage exposure and vehicle replacement costs. Carriers
often pay liability and cargo premiums by the mile (except for excess coverage). Since
physical damage coverage is calculated by tractor/trailer value, the premium can be
divided by the total miles traveled to obtain the cost per mile.
According to the motor carriers surveyed, commercial truck insurance premiums
increased in 2014, averaging 7.1 cents per mile. Consistent with Specialized carriers
reporting the highest truck/trailer lease or purchase payment CPM, Specialized carriers
also reported the highest insurance CPM (9.0 cents), while LTL and TL carriers reported
a similar average cost per mile of 6.7 and 6.5 cents, respectively.
An Analysis of the Operational Costs of Trucking:
2015 Update
23
Permits and Special Licenses
The average permitting and licensing CPM for all carrier respondents was 1.9 cents in
2014, which was 26 percent lower than the 2.6 cents found in 2013. Permit and
licensing expenses have been the most volatile cost center for carriers over the past six
years of this research. Since these costs are highly dependent on a carrier’s type of
operation and geographic coverage, a portion of these year-over-year fluctuations may
be due to variability in survey respondent populations each year. In addition, it is
assumed that government agencies can, and do, turn to these “user fees” as a revenuegeneration tool when political forces preclude raising “taxes.”
LTL and Specialized carriers reported essentially the same permit and licensing costs,
averaging 2.1 and 2.0 cents per mile, respectively. TL carriers reported an average
CPM of 1.7 cents.
Tires
Since tires are a petroleum-based product, tire costs generally respond to oil prices.
However due to processing and production time, tire costs will likely lag behind
increases or decreases in oil prices. A more direct factor in pricing is market demand.
With the dramatic increase in truck and trailer orders and sales, pricing pressure on tires
has increased considerably since the end of the Great Recession; after remaining
relatively stable in 2008 and 2009 (3.0 and 2.9 cents, respectively), survey respondents
reported that tire CPM increased beginning in 2010. Carriers indicated that tire CPM
rose considerably to 3.5 cents in 2010, 4.2 cents in 2011, 4.4 cents in 2012, 4.1 cents in
2013, and increased slightly to 4.4 cents in 2014. In 2014, Specialized carriers paid the
most per mile in tire costs (5.0 cents), followed by LTL carriers (4.4), and TL carriers
(4.1).
Tolls
Tolls can be a significant cost for motor carriers, and toll costs are highly dependent on
a carrier’s region of operation. Many carriers and drivers attempt to avoid tolls
whenever possible since shippers rarely reimburse a carrier for toll-related expenses.
This year saw a 21 percent increase in average toll costs; moving from 1.9 cents per
mile in 2013 to 2.3 cents per mile in 2014. Not surprisingly, motor carriers that operated
in the Northeast had the highest average toll costs (4.4 cents per mile) while carriers
that operated in the West had the lowest toll costs (1.3 cents per mile).
Driver Wages and Benefits
Most over-the-road or long-haul truck drivers are paid on a per-mile basis while LTL
P&D drivers are generally paid by the hour. Survey respondents indicated that average
truck driver pay per mile was 46.2 cents in 2014, which is a five percent increase over
the 44.0 cents reported in 2013. In terms of hourly wages, the 2014 CPM figure
translated to $18.46. It is important to note that recent increases in (lower-paid) new
entrant truck drivers somewhat masks moderate increases in existing driver wages; it is
24
An Analysis of the Operational Costs of Trucking:
2015 Update
anecdotally understood that veteran driver pay has increased in an effort to retain good
drivers. This phenomenon was first identified in the 2012 analysis.
Across the three major industry sectors, driver wages mimicked sector trends in total
costs for 2014; Specialized carriers reported the highest driver wages (51.6 cents per
mile), followed by LTL carriers (50.3 cents per mile), and TL carriers reported the lowest
(41.8 cents per mile).
The number of carriers utilizing team drivers, who alternate driving the same truck
during a trip, increased to 25 percent in 2014 from the 2013 figure of 19 percent. Of
those respondents, the average wage per mile for a company team driver was 34.8
cents in 2014.
The driver benefits CPM also remained relatively constant from 2013 to 2014 at 12.9
cents per mile. While reported benefits were unchanged from last year, the figure may
increase in coming years. The continuing driver shortage coupled with an aging
workforce will likely pressure employers to offer more competitive benefits in an effort to
recruit new drivers, and retain their experienced drivers.
Cost Trends
After increasing by three percent from 2012 to 2013, the total average marginal costs
increased by another two percent from 2013 to 2014 (Table 13). Rising lease and
purchase payments, repair and maintenance costs, truck insurance premiums, tire
costs, tolls paid, and driver wages slightly outweighed falling fuel and permit and
licensing costs.
An Analysis of the Operational Costs of Trucking:
2015 Update
25
Table 13: Average Marginal Cost Trends
Motor Carrier Cost
Centers
2008-2009
Change
2009-2010
Change
2010-2011
Change
2011-2012
Change
2012-2013
Change
2013-2014
Change
-36%
20%
21%
9%
1%
-10%
21%
-28%
2%
-8%
-6%
32%
19%
1%
22%
-9%
7%
7%
-3%
9%
14%
-6%
2%
11%
84%
39%
-4%
-43%
18%
-27%
-5%
3%
24%
-49%
18%
39%
5%
8%
-6%
3%
7%
18%
-7%
-11%
-12%
11%
26%
7%
3%
-6%
10%
-9%
-23%
-4%
6%
11%
3%
5%
0%
2%
Vehicle-based
Fuel Costs
Truck/Trailer
Lease or
Purchase
Payments
Repair &
Maintenance
Truck Insurance
Premiums
Permits and
Licenses
Tires
Tolls
Driver-based
Driver Wages
Driver Benefits
TOTAL
Table 14 shows the cost trends broken out by sector. As previously mentioned,
Specialized carriers reported the only increase in cost from 2013 to 2014 led by an
increase in truck/trailer lease and purchase payments. LTL and TL carriers reported a
very slight one percent decrease driven by the steady decline in fuel prices seen in
2014.
Table 14: Average Marginal Cost Trends by Sector
Sector
LTL
Specialized
TL
26
2008-2009
Change
2009-2010
Change
2010-2011
Change
2011-2012
Change
2012-2013
Change
2013-2014
Change
-8%
-21%
-11%
5%
23%
-4%
10%
10%
11%
-3%
-7%
-3%
3%
-4%
6%
-1%
11%
-1%
An Analysis of the Operational Costs of Trucking:
2015 Update
Cost by Region
Average marginal costs were also calculated by region of operations in the U.S. (Table
15).29 Carriers operating predominantly in the Midwest reported the lowest average
cost ($1.639), while carriers operating heavily in the Northeast reported the highest
average ($1.793).
Table 15: Average Marginal Cost per Mile by Region, 2014
Motor Carrier Cost
Centers
Vehicle-based
Fuel Costs
Truck/Trailer Lease
or Purchase
Payments
Repair &
Maintenance
Truck Insurance
Premiums
Permits and
Licenses
Tires
Tolls
Driver-based
Driver Wages
Driver Benefits
TOTAL
29
Midwest
Northeast
$0.556
$0.597
$0.194
$0.215
$0.137
Southeast
Southwest
$0.531
West
$0.570
$0.614
$0.211
$0.197
$0.191
$0.183
$0.163
$0.180
$0.176
$0.067
$0.083
$0.061
$0.077
$0.091
$0.019
$0.021
$0.013
$0.020
$0.022
$0.041
$0.024
$0.045
$0.044
$0.044
$0.019
$0.043
$0.016
$0.050
$0.013
$0.461
$0.140
$1.639
$0.464
$0.142
$1.793
$0.498
$0.137
$1.678
$0.454
$0.116
$1.673
$0.481
$0.131
$1.768
See survey in Appendix A for regions; Canada was excluded from this analysis.
An Analysis of the Operational Costs of Trucking:
2015 Update
27
CONCLUSION
Using financial data provided directly by motor carriers throughout the country, ATRI
has once again documented and updated the marginal operational costs that carriers
experienced in 2014. This research continues to be an important benchmarking tool for
carriers to discern their performance against others in the country, their region, and their
sector of operation. Additionally, due to an increased response rate to this year’s data
collection, carriers can now compare select line-item cost to fleets of similar sizes.
Beyond strictly serving as a motor carrier benchmarking tool, an additional objective of
this research is to ensure that accurate, real-world data inputs are available for
transportation planning and investment models in order to generate realistic costs and
benefits that accrue to commercial vehicle operators on the nation’s transportation
system.
Based on data collected from motor carrier survey respondents, the average marginal
cost per mile in 2014 was $1.703 for the for-hire sector of the trucking industry, a 2.7
cent increase over the average cost per mile found in 2013. While fuel prices fell
throughout the year – thus reducing the fuel cost per mile – the overall increase in CPM
was led by reported increases in truck and trailer lease and purchase payments, as well
as higher truck insurance premiums. This was especially true in the Specialized sector
where carriers accounted for the higher cost of specialized equipment when expanding
or replacing their fleets. Additionally, the growing driver shortage, along with an aging
workforce, continues to drive labor costs up as motor carriers compete to recruit and
retain drivers. This continuing trend was documented in the increase in reported driver
pay for 2014.
Finally, fuel continues to be the largest CPM line-item even though 2014 saw onhighway fuel prices decreasing throughout the year. However, due to an economicbased freight demand increase, and growing repair and maintenance costs, carriers are
moving quickly to replace older equipment. In turn, the additional insurance costs
associated with those purchases, along with increasing driver pay to recruit and retain
their drivers, it is likely that the trucking industry will continue to see overall operating
costs rise in spite of projected fuel price decreases.
28
An Analysis of the Operational Costs of Trucking:
2015 Update
GLOSSARY
For-hire carrier – a motor carrier that offers freight transportation services to the
general public.
Less-than-truckload carrier – hauls a quantity of freight less than that required for the
application of a truckload rate, usually less than 10,000 pounds. Typically maintains a
“hub and spoke” model whereby carriers pick up smaller shipments, often on a set
route, and return to a base terminal where the packages are unloaded, sorted and
consolidated with other shipments going to similar locations. Line haul drivers move the
shipments between terminals while pick-up and delivery (P&D) drivers deliver
shipments to their final destination.
Longer Combination Vehicle – a combination vehicle consisting of a power unit
(tractor) pulling more than one trailer. Common trailer configurations include doubles
(two 28 foot trailers), Rocky Mountain doubles (one 40 to 53 foot trailer and one 28 foot
trailer) and turnpike doubles (two 33 to 53 foot trailers).
Higher Productivity Vehicle – includes combination vehicles that are longer or heavier
than vehicle weight or dimension regulations typically allow.
Private carrier – companies whose primary business is not hauling freight for-hire but
that own or lease a fleet of trucks in support of their primary business.
Shipper – a company that hires a transportation company to move its freight.
Specialized carrier – includes flatbed trailers, tank trucks and agricultural-based
carriers as well as carriers dedicated to hauling government munitions, radioactive
waste and carriers utilizing specially permitted oversize/overweight loads.
Straight truck – a vehicle with the cargo body and tractor mounted on the same
chassis.
Tractor semitrailer – a combination vehicle consisting of a power unit (tractor) and a
semitrailer.
Truckload carrier – hauls a quantity of freight that fills a semitrailer, usually more than
10,000 pounds. Generally hauls a dedicated load of freight for one customer (shipper)
to one destination (consignee). Many TL carriers will specialize in moving a specific
type of freight (e.g. refrigerated or hazardous materials).
An Analysis of the Operational Costs of Trucking:
2015 Update
29
APPENDIX A
OPERATIONAL COSTS OF TRUCKING SURVEY
30
An Analysis of the Operational Costs of Trucking:
2015 Update
OPERATIONAL COSTS OF TRUCKING SURVEY
The American Transportation Research Institute (ATRI) is conducting a strategic survey of for-hire motor
carriers to update its previous reports on truck operational costs. ATRI is seeking those marginal costs
associated with operating a truck in 2014. The findings of this survey will be used in various research
studies relating to industry productivity, driver issues and fuel efficiency.
In addition, ATRI will send all respondents an advance copy of the report.
Your survey responses will be kept completely CONFIDENTIAL. Due to the sensitivity of this
research, under NO circumstances will we release any of your personal or organizational
information. As needed, ATRI will sign a Non-Disclosure Agreement.
Please return the completed survey via fax (770-432-0638), email ([email protected]) or click here to
submit your responses online.
If you have any questions, please contact Ford Torrey at [email protected] or 770-432-0628.
Please enter your contact information below. Occasionally ATRI will follow up with survey respondents to
clarify answers. Your information will be kept strictly confidential.
Company
Contact Name
Street Address
Position/Title
City
State
Phone
Email
Zip
2014 Demographics
1) What was your company’s annual trucking-related revenue in 2014? (Exclude brokerage/logistics revenue)
$_________________
2) What is your primary for-hire business type? (Select one)
Truckload

Less-Than-Truckload

Specialized

Other (please specify):

3) What is the primary type of commodity that your company hauls? (While your company may haul
multiple commodities, select only the most frequent type hauled)
 Agricultural Products
 Automotive Parts or Vehicles
 Construction/Building Materials
 Forest Products
 Garbage or Sanitation
 General Freight
 Hazardous Materials
 Heavy Machinery/Equipment
 Household Goods
 Industrial Gases
 Intermodal Containers
 Livestock
 Manufactured Goods








Mine Ores
Modular/Mobile Homes
Paper Products
Petroleum Products
Refrigerated Food
Retail Store/General Merchandise
U.S. Mail/Parcel Service
Other (please specify):
_________________________
 Don’t Know
4) What is your company’s fleet size, average age and average number of miles (including owner
operators) traveled in a year for each equipment type?
Number of
Assets
Equipment Type
Average Age
(in years)
Average Miles
Per Year Per
Unit
Straight Trucks
Truck-Tractors
28’ Trailers
45’ Trailers
48’ Trailers
53’ Trailers
Other (please specify):
5) How long do you typically keep your equipment? (Specify years or miles)
Equipment Type
Straight Trucks
Avg. Trade Cycle
Years

Miles

Truck-Tractors


Trailers


6) Are any of the trucks in your fleet powered by an alternative fuel (i.e. do not run exclusively on
diesel or gasoline)?
Yes

No

Don’t Know

If yes, please indicate the number of trucks in your fleet that use each of the alternative fuels
listed below.
Alternative Fuel
Compressed Natural Gas (CNG)
Liquefied Natural Gas (LNG)
Electricity
Hybrid engine
Other (please specify):
Number of Trucks
7) Does your company currently use Electronic Logging Devices (ELDs) for Hours-of-Service
recordkeeping (also known as Electronic On-board Recorders, or EOBRs)?
Yes

No

Don’t Know

If yes, what percentage of your company’s trucks used ELDs in 2014?
% of trucks
8) Are any of the trucks in your fleet speed limited or governed?
Yes

No

Don’t Know

If yes, please provide the maximum speed setting and the percent of your fleet governed at that
speed.
Maximum Speed (mph)
Percent of Trucks
9) Based on your fleet’s IFTA miles, what percentage of your drivers’ trips are in the following
categories in 2014?
(Total must sum to 100%)
Local pickups and deliveries (less than 100 miles)
Regional pickups and deliveries (more than 100 miles, less than 500 miles)
Inter-regional pickups and deliveries (more than 500 miles, less than 1,000 miles)
National (greater than 1,000 miles)
Total:
100%
10) Please estimate the percentage of miles traveled by your fleet (include owner operator miles)
in the following regions during 2014. (Total must sum to 100%)
Region
% of Total Miles
Midwest
Northeast
Southeast
Southwest
West
Canada
Total
100%
2014 Operational Costs
11) Please list the pay per mile ($/mile) or pay per hour ($/hour) for SINGLE drivers in 2014. (If
there are multiple pay rates for the same type of driver please use the average pay rate.)
Company
Driver/
Company
Truck
Type of Pay
Leased Driver/
Company Truck
Owner
Operator
Pay per Mile1
$
$
$
Benefits per
Mile2
$
$
$
$
$
$
$
$
$
Pay per
Hour1
Benefits per
Hour2
1 Pay
include only base pay. Do not include benefits, incentives and bonuses.
include employer contributions to medical insurance, per diem and other financial benefits to
the driver that are a standard part of employment. Do not include incentives and bonuses.
2 Benefits
12) Do you provide any additional financial incentives and/or bonus pay for SINGLE drivers that
are not part of their regular wages?

Yes

No
Don’t Know

If yes, what was the average incentive and/or bonus pay paid per driver in 2014? (Please report as
an annual average paid per driver.)
$
/ Average per Driver in 2014
13) Do you employ team drivers?
Yes
__
No
__
If yes, please list the pay per mile ($/mile) or pay per hour ($/hour) rates for the following types of
drivers who drove as part of a TEAM in 2014. (Please use the pay rate for each individual driver, not
the team rate. If there are multiple pay rates for the same type of driver, please use the average pay
rate.)
Type of Pay
Company
Driver/
Company Truck
Leased Driver/
Company Truck
Owner Operator
Pay per Mile1
$
$
$
Benefits per
Mile2
$
$
$
Pay per Hour1
$
$
$
Benefits per
Hour2
$
$
$
1 Pay
include only base pay. Do not include benefits, incentives and bonuses.
include employer contributions to medical insurance, per diem and other financial benefits to
the driver that are a standard part of employment. Do not include incentives and bonuses.
2 Benefits
14) Do you provide any additional financial incentives and/or bonus pay for TEAM drivers that are
not part of their regular wages?

Yes
No

Don’t Know

If yes, what was the average incentive and/or bonus pay paid per individual driver in 2014? (Please
report as an annual average paid per driver.)
$
/ Average per Driver in 2014
15) Please list your 2014 costs per mile for the following key cost centers, calculated using IFTA
miles: (If the amount equals zero, please enter 0. If the line item does not apply to your operation,
please enter N/A.)
2014 Cost
per Mile
Expense Type
Repair & Maintenance
(Include R&M costs for all trucks and trailers; do not include tire-related
expenses.)
$
Tires
(Include all purchase, maintenance, re-treading and replacement costs.)
$
Fuel Costs
(Include all transportation fuel; do not include fuel surcharge revenue.)
$
Truck Insurance Premiums
(Include all liability, cargo and umbrella policy premiums.)
$
Truck and Trailer Lease or Purchase Payments
(Include all interest/fees associated with the payments; do not include depreciation
tax benefits.)
$
Tolls
$
Permits & Special Licenses
(Include oversize/overweight permits, HazMat, etc.)
$
Other (please specify):
__________________________
$
Total
$
16) What percent of your total annual miles were non-revenue/dead-head miles in 2014?
% of total 2014 miles
Thank you! We greatly appreciate your participation.
Please return completed survey to ATRI via
fax (770-432-0638) or email ([email protected])
An Analysis of the Operational
Costs of Trucking: 2015 Update
September 2015